Metal underframe construction for cars.



' 'W. P. BETTBNDORF, DEGD.

J. W. 'BETTBNDORL ADMINISTRATOR. METAL UNDERFRAME 'CONSTRUCTION FOR GARS. APPLIGATION FILBD,A1 B..25, 1912. 1,062,690, Patented May 27, 1913. n-snnmssnm 1.

W. P. BETTENDORRDBWL JW. BETTENDORF, ADMINXSTRATOR. -METAL UNDERYFRAMB CONSTRUCTION FOR GARS.

' vAPPLIGA'EION FILED APB. 25, 1912. 1,062,690, f Patented-May 27, 19-13. y 2 sums-SHEET 2.

iig. /g 5 UNITED sTATEs PATENT OFFICE.

WILLIAM I. BETTENDQRF, nEcEAsEn, LATE or BETTENI; nr, Iowa, EY JOSEPH W.

' ,BETTENDORE ADMINISTRATOR, or BETTENDORF, Iowa.

METAL UNDERFRAME CONSTRUCTION FOR CARS.

Specification of Letters Patent.

Patented May 27, 1913.

Original application filed AMay 23, "1910, Serial No. 562,922. Divided and this application led April 25, 1912. Serial No. 693,085.

To all enh-0m t may concern Be it known that WILLIAM'PLBETTEN- DORE, deceased, late a citizen of the', United States, residing at Bettendorf, in the county of Scot-t and State of Iowa, did invent eertain new and useful Improvements in Metal Underframe Construction for Cars, of which the following is a full, clear, and e/xact description.

This invention relates to underframes fo cars, particularly to metal underframes, and the subject-matter thereof has been divided out of the application of said WIL- LIAM P. BETTENDORF, (deceased), filed May 23d, '1910, Serial Number 562922, for improvement in means for cushioning railway car bodies.

The object of said invention is to simplify the construction of the underframe, and at the saine time reduce its cost, particularly in so far as the labor involved is concerned, without detracting from either its strength or durability. These objects are accomplished' by the means hereinafter fully described, and as more particularly pointed out in the claims. f

In the drawings: Figure 1 is a side elevation ofa broken away end of a car' embodying the invention. Fig. 2 is a transverse vertical section of the same taken on `line 2 2, Fig. 1, and drawn to a slightly enlarged scale.` Fig. 3 is a plan view of the center-sill with the car-body removed. Fig. 4 is a side elevation of the opposite end portions of the center-sill, the right hand end being made in section to disclose the interior arrangement of the draft-rigging and its receptacle; Fig. 5 is a transverse section of the center-sill.

For convenience of explanation, the invention is shown as applied to a tank-car, although it will be understood that, with very slight modification or variation in co-nstruction` the improvementscan be applied to a car having a flat-bottom whether it be of the freight or passenger type of cars.

Referring to the drawings, A represents 'a center-sill consisting of a single I-beam,

extending from end to end of the car, and arranged so that the web connecting the fianges a. a, thereof is in a horizontal plane. The relative dimensions of this I-beam may be as shown in the drawings, or of any other :suitable dimensions. Near its ends this their central portion in a lower horizontal plane than their end portions,substantially as shown in Fig. 2 of the drawings. Suitd able corrugated seats or bearings 3 and 4f,

4, are made respectively in the central andend portions of the body-holsters to accommodate rollers 5, and 6, 6, respectively.

The tank 7 here illustrated is/preferably of the usual type and has a bearing-plate 8 secured to its under side in the transverse vertical plane of the bolsters, which plate has corrugalionson its under side that cor'- respond substantially to the corrugations in the body-holsters and are in yalinement therewith and ai'ord an upper and lower bearing for rollers 5. On each side of these center-plates the tank is provided with suitable side-plates 9, 9, that have suitable triangular-shaped portionsv depending therefrom, on the vundersides of the webs connecting which are formed corrugated seats 0r bearings 10, 10. These seats or. bearings 10, preferably, alinewith and correspond in shape to the opposing bearing 4 in the upper surface of the bolster ends, and afford an upper bearing surface for rollers 11, interposed between the same.

The body-holsters are secured directly to the center-sill, and have the'central portion of their under sides removed to permit the passage therethrough of the single :[bearn center-silland the contours of this removed portion vcontorni tothe shape of the upwardly projecting flanges of the I-beam. The underside of the I-beam centensill, in tle transverse plane of the body-bolsters,y is provided with fillers 12, consisting, preferably, of a cast metal plate that extends" from fiange lto flange of said center-sill, and has.

an integral "center bearing-member 13 at its center of length, that is` adapted toseat in an oppositely'formed Socket 14 in thefupper surface of the'lower center bearing-plate 15 secured on the upper surface of the truckf bolster 16 (shown in dotted lines in Fig. 2). The ends of the single I-beam center-sill extend, preferably, beyond the ends of thc .carbody or tankand at the ends of tbc beam. and between the upper flanges a t hercot'. u rectangular cast-metal trame or draftriggmg receptacle l5 is secured to and supy ported upon the web. This draft-rigging receptacle is provided with a central rectangular chamber Z), which is, preferably, wider than it is long and has its ends transverse to thesides of the sill. The follower-plates C, C, of the draft-rigging engage the ends of said chamber, and are retained therein by metal strips c, c,- and parallel coil-springs D, D, are interposed between the ends of said plates' C. A channel d is made in this holder between 'the chamber b, and the end thereof, terminating adjacent to the end of ment of the yoke.' The ent-rance of channelr d'has a cross-piece f bridging it, whose ends are seated in suitable depressions and bolted or riveted in place, and/the remainder of the l holder, outside of chamber b and passage d is cut-away down to the base, thereof and provided with transverse and longitudinal Walls that give it a reticulated appearance from above. The base-plate of said holder extends beyond the lrear transverse'wall of the same, and a series of longitudinally disposed triangular brace-walls g transmit the buing strain, to which the draft-rigging subjects the (holder, to the rear extension of said base-plate, which latter is securely fastened to t as shown, or otherwise; It is obvious that other types of draft-rigging than that shown in the drawings, may be employed that could be secureddirect to the ends of the horizontally disposed single center-sill It is referred that the draft-rigging hereinbe ore described be employed. j

vWhat is claimed as new is:

1. An underframe for cars comprisinga single I-beam, the web of which is horizontally disposed, and a draft-rigging recepe web of the center-sill by rivets,

tacle and lfollower-stops k,mounted on and secured directly to each] endg of the web thereof. -1

2. An underframefor-cars comprising a single I-beam, theweb'of which is horizontally disposed extending from end to endv tally disposed, a cast-metal draft-rigging re-'- ceptacl'e and follower-stops securedv to the web of the 'end portions thereof and prov vided with achamber therein forv the draftrigging and with a passage connecting said chamber tothe frontend of the receptacle, and wit-h a recess in the transverse wall of said chamber opposite said passage, a basal flange extending from the rear-transverse wall of said chamber, and braces connecting said rear wall and flange.

. 5. An underfra-me for cars comprising a body-bolster near each end thereof, a rolled metal beam center-sill so-disposed that its web is horizontal and which connects said body-holsters, and an integral draft-rigging receptacle and follower-stops securedl directly to the ends if the web of said centersill.

In witness whereof I have hereunto set my-hand this 20th day of April, 1912.

.JOSEPH "W. BETTENDORF Administrator of the estate 'of William P. Bettendorf, deceased. Witnesses:

A. B. FRENIER, K. M. BOYD.

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